Central Corridor (Union Pacific Railroad)

The line is primarily used for freight by the Union Pacific. The BNSF Railway has trackage rights on the entire line; the Utah Railway has trackage rights from Salt Lake City to Grand Junction, Colorado. However, parts of the line host significant passenger rail traffic. Amtrak's California Zephyr uses the entire length of the Central Corridor, as part of its San Francisco to Chicago route. In addition, the portion from Salt Lake City to Provo, Utah hosts a separate, dedicated track built by the Utah Transit Authority for the southern half of the FrontRunner commuter rail service. A portion of the route immediately northwest of Denver also has dedicated electrified tracks for use by RTD commuter rail.

File:2015-04-19 14 54 17 Western portal of the northern rail line through the Carlin Tunnel in Elko County, Nevada.jpg]]

Proceeding east out of Winnemucca, the route follows the Humboldt River, in a directional running setup with the Overland Route until Wells, Nevada. From Wells to Salt Lake, the route, known as the Shafter Subdivision, loosely follows the historical route of the Hastings Cutoff, tunneling underneath the Pequop Mountains and crossing the Toano Range via Silver Zone Pass. The eastern approach to Silver Zone Pass features a near 360 degree horseshoe curve known as the Arnold loop. After crossing these mountain ranges the route proceeds southwest towards the Great Salt Lake Desert. In Nevada, Interstate 80 follows the Central Corridor, though the two routes are several miles apart in places.{{Cite map |publisher=Benchmark Maps |title=Nevada Road and Recreation Atlas |url=http://benchmark.com |year=2003 |scale=1:250000 |isbn=0-929591-81-X}}

The route enters Utah at Wendover and crosses the Great Salt Lake Desert and the Bonneville Salt Flats, parallel to Interstate 80 and the Wendover Cut-off, en route to the southern shore of the Great Salt Lake and Salt Lake City. Upon reaching Salt Lake City, the line turns south and follows the Jordan River through Point of the Mountain towards Spanish Fork.

After Spanish Fork, the rail line joins the U.S. Route 6 corridor, and the two follow each other towards Denver. Both routes follow the Spanish Fork (river) up a grade in the Wasatch Plateau, cresting at Soldier Summit. The western approach to Soldier Summit is known for the Gilluly loops, a series of horseshoe curves that allow the railroad to crest the mountains while maintaining grade that never exceeds 2.4%, unlike the highway, which was built using an older railroad grade, that features grades in excess of 5%.{{Cite book |last=Carr |first=Stephen L. |title=Utah Ghost Rails |last2=Edwards |first2=Robert W. |publisher=Western Epics |year=1989 |isbn=0-914740-34-2 |pages=174, 193–194}} The railroad descends from Soldier Summit following the Price River until reaching the town of Helper, so named because in the era of steam locomotives, the railroad added or removed helper engines here for trains crossing Soldier Summit. Upon exiting the Wasatch Mountains, the train follows the southern rim of the Book Cliffs, in route serving the towns of Woodside, Green River (where the rail line crosses the Green River), Thompson Springs and Cisco. Near Cisco is where the rail line for the first time meets the Colorado River, which provides the path up the Rocky Mountains in Colorado. The rail line follows and crosses the river numerous times in Colorado while ascending the Rockies. Ruby Canyon is where the rail line reaches the state line.

File:174AMMoffattwest.jpg P42 #174 with new Amtrak Phase VII scheme emerging from the Moffat Tunnel in the Central Corridor]]

The railroad enters Colorado along the north bank of the Colorado River, following the river to the Grand Valley, passing through the heart of Grand Junction and surrounding cities along the way. The tracks continue to follow the river out of the valley, routed along Debeque Canyon, Glenwood Canyon and Gore Canyon of the Colorado River towards Granby, Colorado near the headwaters of the river. The railroad departs the main stem of the Colorado river to follow the Fraser River, one of its tributaries until reaching the crest of the Rocky Mountains which is surmounted via the Moffat Tunnel. With the decommissioning of the route over Tennessee Pass, the Moffat Tunnel is the highest point on the Union Pacific system.{{Cite web |title=UP:Highest Elevations |url=http://www.uprr.com/aboutup/maps/elevations.shtml |publisher=Union Pacific Railroad |accessdate=2009-01-04}}

The eastern descent from the Moffat Tunnel towards the Front Range, where Denver resides, features 33 tunnels, leading to this portion commonly called the Tunnel District. This portion of the tracks loosely follows Colorado State Highway 72, though at points the two corridors are in different canyons and several miles apart. Even past where the tracks exit the Rocky Mountains, the grade features horseshoe curves in the final descent. The tracks approach the Denver metropolitan area from the northwest, before merging with other rail lines just north of downtown Denver.

{{Moffat Tunnel Subdivision}}

{{Glenwood Springs Subdivision|collapsed=y}}

{{Green River Subdivision|collapsed=y}}

{{Provo Subdivision|collapsed=y}}

{{Lynndyl Subdivision|collapsed=y}}

{{Shafter Subdivision|collapsed=y}}

{{Elko Subdivision}}

The Union Pacific has divided the Central Corridor into these subdivisions for operational purposes:

• Elko Subdivision from Winnemucca to Elko, Nevada
• Shafter Subdivision from Elko to the Smelter (Kennecott Smokestack) in Utah
• Lynndyl Subdivision from Smelter to Salt Lake City, Utah
• Provo Subdivision from Salt Lake City to Helper, Utah
• Green River Subdivision from Helper, Utah to Grand Junction, Colorado
• Glenwood Springs Subdivision from Grand Junction to Bond, Colorado
• Moffat Tunnel Subdivision from Bond to Denver

All of the Central Corridor was built by former competitors to the Union Pacific. The portion from Winnemucca to Salt Lake City, Utah was originally part of the Feather River Route, built by the Western Pacific Railroad, acquired by the Union Pacific in 1983. The portion from Salt Lake City to Grand Junction, Colorado is the former Utah Division of the Denver and Rio Grande Western (D&RGW). From Grand Junction to Dotsero, Colorado was part of the Tennessee Pass Line, also built by the D&RGW. From Dotsero to Bond, Colorado is the former Dotsero Cutoff, built by the D&RGW as a connection between their main line with the main of the unfinished Denver and Salt Lake Railroad, which provided the connection from Bond to Denver, Colorado. The portion east of Salt Lake City came under the Union Pacific's control from the 1996 acquisition of the Southern Pacific Transportation Company.{{Cite web |title=Chronological History |url=http://www.uprr.com/aboutup/history/uprr-chr.shtml |url-status=dead |archive-url=https://web.archive.org/web/20060810170628/http://www.uprr.com/aboutup/history/uprr-chr.shtml |archive-date=2006-08-10 |publisher=Union Pacific Railroad |accessdate=2010-11-03}} The Western Pacific and D&RGW portions of the line were part of the Gould transcontinental system.

During 2022 and 2023 the Central Corridor was at the center of controversy, due to the fact that with the Uinta Basin Railroad construction project in Utah, an increase in the number of trains loaded with waxy-crude Oil that would run daily through the Corridor was projected. The project also included an eventual reactivation of the line from Dotsero to Pueblo through the Tennessee Pass (out of service since 1997) to decompress the Central Corridor should it operate at the limit of its maximum daily train capacity.{{Cite web|url=https://arkvalleyvoice.com/commissioners-revisit-talk-about-tennessee-pass-oil-trains-in-colorado-and-uinta-basin-railway/|title=COMMISSIONERS REVISIT TALK ABOUT TENNESSEE PASS, OIL TRAINS IN COLORADO AND UINTA BASIN RAILWAY|date=March 8, 2022|website=Ark Valley Voice}}

Both Eagle County and environmental groups lobbied hard to put the project on hold for the time being, citing the potential risks of increased oil train daily traffic both in the Central Corridor and eventually through Tennessee Pass. One of the major concerns that both Eagle County and environmental groups indicated is that if a major derailment were to occur on the Central Corridor or Tennessee Pass route with the resulting Oil spill, the environmental consequences to the Colorado River (which runs adjacent to the Central Corridor rail tracks), or the Arkansas River, which runs adjacent to the Tennessee Pass tracks, would be catastrophic.{{Cite web|url=https://coloradosun.com/2022/09/07/eagle-county-uinta-basin-railway-stb-decision/|title=Eagle County carries the torch for Colorado in last-ditch attempt to block Utah waxy-crude rail cars traversing Colorado River|date=September 7, 2022|website=The Colorado Sun}} {{Cite web|url=https://coloradosun.com/2023/08/18/uinta-basin-railway-waxy-crude-colorado/|title=Federal appeals court derails Uinta Basin Railway plan to send billions more gallons of Utah crude through Colorado|date=August 18, 2023|website=The Colorado Sun}}

• Sunset Route

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Category:Union Pacific Railroad lines

Category:Rail infrastructure in Colorado

Category:Rail infrastructure in Nevada

Category:Rail infrastructure in Utah